Electric and steam locomotive.



J. F. POPE & H. v. BENNETT.-

ELEGTRIC AND STEAM LOCOMOTIYE.

APPLICATION FILED JULY 26, 1911.

1,036,901 Patented Aug. 27, 1912.

WITNESSES: 6 251 INVE/VTORs TI) 2 n r\ e1? o I J. F. POPE & H. V.BENNETT.

ELECTRIC AND STEAM LOOOMOTIVE.

APPLICATION FILED JULY 26, 1911. 1,036,901., Patented Aug.27, 1912.

W1 TNESSES Affomey UNITED STATES PATENT. OFFICE.

JOHN E, POPE, CHICAGO, AND HUGH V. BENNETT, OF MORTON PARK, ILLINOIS.

ELECTRIC AND STEAM LOCOMOTIVE.

Specification of Letters Patent. Patent d A 27 1912 Application filedJuly 26, 1911.

Serial No. 640,728.

To all whom it may concern:

Be it known'that we, JOHN F. POPE and HUGH V. BENNETT, citizens of theUnited States, residing, respectively, at 3824 Harvard street, Chicago,and 5145 Twentyfourth street, Morton Park, all in the county of Cook andState of Illinois, have invented new and useful Improvements in Electricand Steam Locomotives, of which the following is a specification,reference being also had to the drawings hereto annexed.

This invention relates to-looomotives and more particularly to electricand steam locomotives.

An object of. the invention is to produce a locomotive which may beoperated either by steam or electric motive power, as desired.

Another object is to arrange the position of the steam piston andcylinder and to also place electric motors above the boiler and connectsaid motors and piston with the upper end of a vertical pivoted rod todrive the locomotive either by steam or electric motive power.

Another object is to so connect the va rious parts that the piston orthe arm leading from the electric motors to the pivoted vertical bar maybe readily disconnected from the latter or connected therewith, asdesired.

A further object is to transmit power either from the steam cylinder orfrom the electric motors directly to the main or central wheel shaft ofthe locomotive to be transmitted from said shaft to the auxiliary shaftsto rotate the latter.

Other objects and advantages will be hereinafter set forth and pointedout in the specification and claims.

In the accompanying drawings which are made a part of this application,Figure 1 is a fragmentary side view of a locomotive with our inventionapplied thereto, the supporting framework being removed. Fig. 2 is adetail view, showing the construction of the supporting frameworkpositioned upon either side of a locomotive. for supporting theoperative parts of our invention. Fig. 3 is a detail side view of oneform of disconnecting mechanism for the operating rods. Fig. 4 is across sectional View on the line 44 of Fig. 3. Fig. 5 is a side View ofa second or modified form of disconnecting mechanism for the operatingrods. Fig. 6 is a cross sectional view on the line 66 the several views,1 represents the boiler of a locomotive and 2 the Smokestack While 3 isthe cab. The construct-ion of these parts may be varied, however, asthey form no part of the invention but are simply shown and mentioned tomore clearly illustrate the location of the various parts constitutingour invent-ion. Further, it will be understood that the usual smallfront wheels 4 and the large drive wheels 5 are employed and mounted inthe usual manner beneath the boiler 1 and cab 3.

We prefer to provide reinforcing means for the locomotive and supportingmeans for the parts added to the locomotive comprising reinforcing andsupporting strips 6 arranged vertically,

horizontally and diagonally upon opposite sides of the locomotive andsuitably connected together, as will beclearly understood by referringto Fig. 2.

Suitably positioned upon the framework .formed by the reinforcing andsupporting strips 6 are the bracket bearings 7 ,8, 9 and 10. The steamcylinder 11 is also secured upon the framework at a position preferablyabove the boiler 1 and a short distance rearwardly of the Smokestack 2.The steam cylinder 11 is so positioned that the piston rod 12 workingthrough the head of the cylinder extends toward the cab 3. Pivoted tothe outer end of the piston rod 12 is the reciprocating arm 13, the freeextremity of which is curved into substantially semi-circular form andadapted for engagement over the pin 14 carried in the upper end of theoscillating pivoted bar 15 which is pivoted near its lower end, by meansof the pin -i 16, to the framework, said 'mounted in the bracket bearing7. lower end of the pivoted bar 15 is connected with the pitman arm 17which is also secured to the central or driving wheel 5 to revolve saidwheel when thebar 15 is oscillated. .Passing around the axle upon whichthe ;central or driving wheels 5 of the locomo- :tive are mounted andaround the axles carrying the wheels 5 to either side of the centralwheels 5, are belts 18 for driving the pin 16 being The Mounted in thebracket bearings 8 and 10 v are the shafts 24 and 25 res ectively ofelectric dynamos'and upon thes afts 24 and 25 are the gear wheels 26 and27 respectively. A shaft 28 is positioned between the dynamo shafts'2'4and 25 and parallel with the same and upon the shaft 28 is mounted .aear wheel 29 between the gear wheels 26 an 27:

and in mesh with the same.

The shaft 28 carries a crank arm 30 to the free end of which is pivotedone end of the reciprocating arm 31, the opposite end of which is curvedsimilar to the free end of the reciprocating arm 13 and adapted for engaement over the pin 14, it being understood that the pin 14 projects inan opposite direction, from the upper end of the oscillating pivoted bar15 and that the free ends of the reciprocating arms 13 and 31 areengaged over the pin 14 upon opposite sides of said oscillating bar 15.The reciprocating arm 31 is provided also with a perforated ear 32within which the opposite curved arms of the hook 33 are adapted toengage. The hook 33 is suspended upon the cord 34 passing over thepulley or pulleys 34 and the hook 33 also has connected therewith a guiding cord 36 which may be entirely separate and distinct from the cord 34or may be connected therewith, as desired.

The cords 21, 23, 34 and 36 are preferably extended into the cab 3 andsecured to a lever or the like to permit of the cord being readilymanipulated by the trackman within said cab.

By engaging the free ends of the reciprocating arms 13 and 31 over thepin 14 and providing the disconnecting hooks 30 and 33 with theirmanipulating cords, it will be seen that either one may be easilydisconnected from the pin whcn'it is desired to discontinue the use ofeither electricity or steam for operating the locomotive. It will beunderstood that the electric dynamos 26 and 27 may be connected eitherto an overhead trolley or a third rail, or to storage batteries or othersuitable source of electric energy as desired.

In Figs. 5 and 6 we have shown a second or modified form of mechanismfor disconnecting the free ends of the reciprocating arms 13 and 31 fromthe pin 14 which consists of a series of pivoted arms 37, one of whichextends toward or into the cab of the engine, as desired. The arms 37work upon the-pivot pin 38 at the junction of the last arm with the oneimmediately before it and to which said last arm is connected. The

free end of the last arm isslightly curved and engaged through a curvedplate 39, the opposite ends of which are secured to the free bent end ofthe arm 31. 'If desired, a similar disconnectin means may be employedfor raising t e free endof the re,

'ciprocating arm 13 from en agement with the pin 14. When usin thisormof discon' necting device, the perfhrated ears 19 and 32 may be can htover a suitably suspending hook to hol the free ends of said arms in 1elevated positions and out of engagement from'said pin 14.

A third or still further form of discomnecting device is clearly shownin Figs. 7

and 8. In this form, however, the end of the reciprocating arm 31 isshown as being formed to nearly surround, the pin 14, en-

gaging the under portion of said pin andhaving a sector 40 pivotallysecured within the cutaway portion above the'pin 14 and adapted toengage the upper surface of the pin 14 when the locomotlve is beingoperated by electricity.

The sector 40 is provided with arecess 41 within which the lower end ofthe L- shape locking member 42 is pivoted, the lower end having a tooth43 for enga ement within a suitable recess in the straig t vertical wallof the end of the arm 31; To the opposite end of the L-shape lockingmember 42 is secured the upper end of the connecting bar 44 which hasits lower'end connected to one arm ofthe' bell crank lever 45 which ispivoted to the reciprocating arm 31 a short distance from its curvedend."

Pivotally connected to the opposite arm of the bell crank lever 45,below the reciprocating arm 31 is one end of the bar 46 which has itsopposite end connected with the link 47 carried by one end of the redrocating spring controlled bar. 48 whic 1 works through the bracket arm49and"has its opposite end secured to the toothed L-shape arm 50, theshort portion of which is pivoted to the reciprocating arm 31, as shownat 51.

The long portion of the toothed L-shape. arm carries the teeth 52 uponits under face for en agement by the end of the piston rod 53 whic worksthrough the end of the air cylinder 54, said piston rod 53 beingoperated by air from the main air reservoir or from the pin 14, air isallowed to pass through the conducting pipe 55 and into the cylinder 54to reciprocate the piston 56 and piston rod 53, causing the latter toengage the teeth 52 upon the under face of the long portion of theL-shape arm 50. This will cause the L-shape arm to rock upon its pivot51 and draw the reciprocating spring cont-rolled rod 48 rearwardlythrough the bracket arm 49, against the tension of the spring 57,swinging the bell crank lever 45 and drawing the connecting bar 44downwardly. The downward movement of the connecting bar 44 will swingthe L-shape locking member 42 upon its lower pivoted end and disengagethe tooth 43 from its recess and allowing the sector 40 toswing upon itspivot, permitting the curved en of the reciprocating arm 81 to drop fromengagement with the pin 14.

It will be understood that the same form of disconnecting device may beconnected with the reciprocating arm 13, if desired and it will beevident that the arms 13 and 31 may be readily connected with ordisconnected from the pin 14 to operate the locomotive by either steamor electricity or both, as desired. It will further be evident that bypivoting the oscillating pivot bar 15 near its lower end, an increase ofpower is obtained and by connecting the pitman arm 17 to the centralwheels 5 and driving the wheels in front of and rearwardly of thesewheels from the central axle, a more even and satisfactory movement ofthe locomotive is assured.

\Vhat we claim as our invention is:

1. The combination with a locomotive boiler; of a steam cylinder, apiston Within the cylinder, a piston rod connected with the piston andworking through the head of the cylinder, a wheel beneath the boiler, apivoted oscillating bar positioned vertically upon the side of theboiler, connections between the lower end of the bar and the wheel,electric dynamos above the boiler, detachable connections between thedynamos and the upper ends of the bar, detachable connections betweenthe piston rod and the upper end of the bar, and means for detaching thedetachable connections.

2. A combined steam and electric locomotive including apiston rod, anarm leading from the piston rod, a pivoted oscillating bar pivoted nearits lower end, a wheel, a pitman-arm connected with thelower end of theoscillating bar and with the wheel to revolve the latter, electricdynamos, a gear adapted to be operated by the dynamos, an arm connectedwith gear and adapted for detachable engagement with the upper end ofthe oscillating bar, said arm carried by the piston rod being adaptedfor detachable engagement with the upper end of said bar, said armsbeing adapted to oscillate the pivoted oscillating bar, and means fordisengaging either arm from the osclllatlng bar.

3. A combined electric and steam locomotive comprising a boiler, aframework positioned over the boiler, a steam cylinder carried by theframework, electric dynamos carried by the framework, an oscillating barpivoted near its lower end to the framework, axles beneath the boilerwith wheels upon their opposite ends, detachable connectlons between thedynamos and the upper end of the oscillating bar, a piston working wlthmthe steam cylinder, detachable connections between the piston and theupper end of the oscillating bar, connections between the lower end ofthe oscillating bar and a wheel carried by the central axle beneath theholler to drive said central axle from the oscillating bar, andconnections between the central axle and the axle forwardly andrearwardly thereof.

JOHN F. POPE. HUGH V. BENNETT. Witnesses:

ADOLPH H. EASTER, JAMES F. KRAMAN.

